Fluid clutch automatic transmission



Sept. 6, 1938. B. A. swENNEs FLUID CLUTCH AUTOMATIC TRANSMISSION Filed June 8, 1936 5 Sheets-Sheet 1 Sept. 6, 1938.

B. A. swENNEs FLUID CLUTCH AUTOMATIC TRANSMISSION Filed June 8, 1936 5 Sheets-Sheet 2 Sept. 6, 1938. B. A, swENNEs 2,129,366 .FLUI-D CLUTCH AUTOMATIC TRANSMISSION I 'Fired June 8, 193e 5 sheets-sheet s Sept. 6, 1938. B. A.V swENNEs 2,129,366

l FLUID CLUTCH AUTOMATIC TRANSMISSION Filed June 8, 1936 5 Sheets-Sheet 4 7'//f/ll''uul/ 'IM Sept. 6, 1938. B. A. swEVNNEs 2,129,366

- FLUID CLUTCH AUTOMATIC TRANSMISSION Filed June 8, 1936 5 Sheets-Sheet 5 Patented Sept. 46, 1938 UNITED STATES 't FLUID cLU'rcn Agl'iom'ric TRANSMIS- Benjamin A. Swennes, Rockford, Ill., assignor to Borg-Warner Corporation, a corporation of Illinois Application June 8, 1936, Serial No. 84,078

9 Claims.

This invention has to do with change-speed power transmission mechanism for motor vehicles, and relates particularly to a mechanism automatically adjustable for speed transmission at different ratios in accordance with changes in speed and torque.

, An object of the present invention is the provision in an automatic transmission having a plurality of power trains of relatively low and high speed ratio adapted to come successively into operation, of means for delaying the action of the power train of higher speed ratio.

Another object of the present invention is the provision of an automatic change-speed power transmission of a type wherein a change of speed ratio is dependent upon the position of an iInpositive clutch-driven-member shiftable between positions of relative efficient and inelcient power transmission with respect to the driving member of such clutch.

A further object of the present invention is the provision of transmission mechanism as the above wherein the change of speed ratio is in accordance with the degree of torque, speed, or a combination of torque and speed.

These and other desirable objects of the invention are obtained through the novel arrangement, the unique construction and the improved combination of the various parts hereinafter described in conjunction with the accompanying iive sheets of drawings hereby made a part of the specification, and in which:

Fig. 1 is a longitudinal sectional view taken axially through a transmission embodyinga form of the present invention;

Fig. 2 is a. sectional view taken on the line 2-2 of Fig. l and showing construction details of the interior of a fluid or flowable substance medium clutch;

Fig. 3 is a transverse sectional view of the device taken on the line 3--3 of Fig. 1 and illustrates devices for the automatic operation of a friction clutch;

Fig. 4 is a fragmentary side elevation of the transmission gearing, there being parts broken away to illustrate a camming device` operable to maintain one ofthe power trains of the transmission out of eillcient driving relation during a certain stage of operation of the transmission;

Figs. 5 and 6 are fragmentary views illustrating the interrelation of parts of the gears while they are arranged, respectively, in neutral and for reverse drive.

Fig. 7 is a view similar to that of Fig. 1, but of a modified embodiment of the invention;

(Cl. 'I4-189.5)

Fig. 8 is a fragmentary -view taken on the line 8-8 of Fig. '7; and

Fig. 9 is aside elevation of a third embodiment of the invention, parts being broken away and parts being shown in section for clarity of illustration.

Similar parts are designated by the same characters of reference in the various figures of the drawing and throughout the description that follows: I

The device as illustrated in Fig. l is enclosed in a bell housing Ill and a gear case II. The bell housing I0 and the gear case II may be of cast metal. They are adapted to be secured together by bolts, not shown. The bell housing I0 has a plurality of radially placed openings I2 which provide for air circulation and a means of access to mechanism enclosed therein. A ange Il about the front or left end of the housing I0 may be secured in any standard manner "to the back end of the motor of the vehicle upon which the transmission is installed.

Within the front section of the bell housing I0 is a motor y wheel I4 which is secured to the crank shaft I5 of the motor by means of bolts I6. The bolts I6 extend through suitable apertures in a flange I l which may be integral with the shaft I5, and are threaded into apertures I8 aligned therewith in the fly wheel. The periphery of the ily wheel I4 has attached thereto by means of a series of bolts 20 a bell-shaped clutch carrier member I9.

A fluid clutch indicated generally by the indicia 2| is enclosed by the bell-shaped carrier I9. 'I'he impeller member 2 Ia of the uid clutch 2| has a-hollow and somewhat toroidal section 2lb formed of two complemental parts 22 and 23 which are welded or otherwise suitably connected to one another at their peripheral edges. The member 22 of the iluid clutch impeller is of slightly greater dimensions than the member 23, and is particularly of greater axial extent to eifect a pocket 22a. Said member 22 is connected by a plurality of rivets 24 tothe ange 25 of a stub shaft 26 piloted in abearing 28 within an end of the crank shaft I6. An annular shoe 29 of sheet metal is secured to the front section of the clutch inipeller 2Ia and has attached thereto a friction element for coacting with the back face of the ily wheel I4 during certain stages of operation of the device hereinafter to be described. Part 2l of the fluid clutch impeller Zia has a hub section 3| coupled to a flange 32 projecting radially from a sleeve 33. Bolts 34 are employed for effecting such coupling. Upon alternate relation with a series of vanes 3l, the

vanes of each series being in radial relation with respect to the iluid clutch rotational axis; see Figs. 1and2. Eachofthevanes31 and38hasa notched section 45. Within such notched sections is carried a fluid avide ring 4I of semicircular cross section. l

Within the recess provided by-a circular flange 42 extending backwardly from the flange 25 of the stub shaft 28 is a ball bearing 43 inv which there is journalled the sleeve portion 43a of a hub 44 for a runner 45 enclosed within the fluid clutch impeller 2Ia. The runner 45 may be secured to the hub 44 by means of rivets 45. Projecting from the inner or back side of the runner 45 is a series of vanes 41 and 48 arranged similarly to the vanes 31 and 38 and carrying a fluid guide ring 49 in opposed complemental relation with the ring 4I. The front end of the shaft 39 is splined at 55 to facilitate a driving connection between the runner hub 44 and said shaft,` Normally the conical spring 258, which bears against the bearing 43, holds the runner 45 in close relation with the impeller as shown in Fig. 1. A shoulder 20| on the shaft 39 adapts the shaft to force the runner 45 4to the left away from the member 23 and into the pocket 22a upon axial movement of said shaft in a manner later described. When subsequently the shifting force is removed from the shaft 39, the spring 259 is adapted to retract said shaft and the runner 45 to the position shown in Fig. 1.

The fluid clutch is made operative by placing a iiowable substance such as oil or a comminuted material .in the impeller 2Ia. A plugged opening, not shown, is provided for this purpose in the impeller wall. Thereafter when the impeller is rotated, the ilowable substance serves as a power transmitting medium between the vanes of the impeller and the runner to cause the latter to tend to follow the movement of the former. The eiiiciency of the flowable substance medium clutch depends both upon its speed of rotation and the proximity of the runner 45 to the member 23 carrying the impeller vanes 31 and 38. When the runner 45 is shifted forwardly into the pocket 22a, the clutch will transmit but negligible power though said clutch may be rotating at relatively high speed. The clutch is of such size and design that when the runner 45 and member 23 are in close proximity as shown, and when the vehicle upon which it is installed is moving at a rate of speed and under conditions of resistance yat which a one to one ratio driving connection is desirable between the vehicle engine and the propeller shaft thereof, the clutch will operate at an eieiency permitting of not more than 1 or 2 per cent. slip of the runner and impeller 2 la. The shaft 39 is freely rotatable relatively to the sleeve 33. A fluid seal is provided between the shaft 39 and the sleeve 33 within the forward end of the latter which is enlarged as indicated at 5I. A body of suitable packing material 52 is stuffed into the enlarged end 5I of the sleeve 33, where it is compressed by a collar 53 which is urged to the right by a compression spring 54. Spring 54 is seated against an abutment member 55 which may be expansible and snapped into place within a groove 55 formed interiorly of the enlarged` end 5I of the sleeve.

It will be seen in Fig. 1 that the opposed inclined surfaces 51 and 58 vupon the collar plunger 53 and`the sleeve respectively will cause a compression -of the packing material' 52 against the shaft 39, thereby increasing the emciency of the seal.

Automatic means now to be described is employed for connecting the crank shaft I5 with the transmission device. ,As hereinabove explained,

the friction clutch carrier I9 is bolted to the fly wheel I4 for lrotation therewith. The carrier I9 hasa number of openings 59 whichprovide a means of access to the fluid or ilowable-substance medium clutch, and which further provide ventilation for cooling the device. Disposed angularly about the back side .of the carrier I9 are three pairs of lugs 50. Between each pair of lugs 50 is a lug 5I, and radially inwardly of each lug 5I there is anchored 'upon the carrier I9 a U-shaped bracket 52; see Fig. 3. Levers 53 are secured between the legs of the brackets 52 by means of pivot pins 54. Centrifugal weights 55 are pivoted at 55 to the lugs 50,the weights upon each pair of lugs 50 being joined by pins or bolts 51 which in addition to adding to the centrifugal mass of the weights provide for their coordination of action and rigidity of construction. Paired links 58 forma connection between an end of each lever y53 and the weights 55 in radial alignment therewith. 'I'he links 58 are pivotally connected with the levers 83 and with their. respective weights, the connection with the weights being at a point selectively spaced from their point of pivotal anchorage. A compression spring 59 is placed between each lug 5I and the end of the lever 53 opposed thereto, and to which the links 58 are attached. Telescopically connected guide pins 1li and 1I, connected respectively to the lugs 5Ivand coupling' members 12 between the levers 53 and the links 58, serve as retaining means for the springs 59 for maintaining them in position. A

Upon the ends of levers 53 opposite to that to which the links 55 are coupled are journalled rollers 13. 'I'he rollers 13 are arranged for exerting pressure against a flange 14 turned radially outwardly from a sleeve 15, which is slidable axially of the sleeve 33. At this time it should be noted that the levers 53 are designed to multiply the force of the springs 59 as applied to th sleeve flange 14.

Arranged alternately with the centrifugal mechanisms just described on the back of the bell-shaped carrier I9 are three openings 15. The carrier contains a pressure plate 11 for coaction with friction element 35. Three bosses 18 which may be integral with the pressure plate 11 extend backwardly therefrom through the openings 15. Pivotally connected with each of the bosses 18 by means of pins 19 are levers 80. The levers 80 may be formed of pressed steel. Adjacent to each openings 15 and radially inwardly therefrom upon the back of the carrier I9 are fulcrum blocks 8l. Adjustable fulcrum members 82 are threaded within the backs of each of the levers en and abut against the :ummm mocks sl which are aligned therewith. Locking nuts 83 may be used for maintaining a selected adjustment of the fulcrum members 52. The inner ends of levers 80 are connected to the sldable sleeve 15 by means of links 94, the links 84 being secured to their respective levers 80 by means of pins 85 and the sleeve 15 by means of pine 85 anchored in ears 81 projecting radially from the sleeve 15.

Spring devices 88 and 89 mounted respectively upon pins 19 and 86 bear against levers 30 and links 84 to prevent rattling of such levers and links during operation of the transmission.

Six spring cups or seats 90 are arranged about the back side of the back of carrier I9 in alternate relation with the centrifugal devices and the levers 80. Strong compression springs 9| have an end confined within the cups 90 and an opposite end bearing against the back side of the pressure plate 11. Thus it will be seen that the springs 9| at all times urge the pressure ring 11 forward to a position in engagement with the friction element 36. It will be noticed that the springs 69 are appreciably lighter and possessive of less force than the springs 9|, but are effective to overcome the force of the springs 9| because of the mechanical advantage gained. through the .levers 63 and 00. When, however, the fly-wheel I4 is rotated at a speed greater than idling speed of the vehicle motor, the weights 66 are thrown outwardly whereby to move the links 60 radially outward to compress the springs 69, which normally-oppose and overbalance the force of the springs 9|. Outward movement of the links 68 concurrently with the compression of the springs 69 and eounterclockwise pivotal movement of. the levers 63 permits the springs 9| to force the pressure plate 11 to the left meanwhile pivoting the A levers 80 in a clockwise direction, and shifting The opening 92 in the front wall of the gearI boxv I| has secured therein a ball bearing 93. Journalled within' the ball bearing is a sleeve 94 formed integrally with a gear 95. Relative axial movement between the gear 95 and the bearing 93 is precluded by a nut 96 threaded upon an end section of the sleeve 94 into abutting relation with an element of the bearing 93. The sleeve 94 is non-rotatively connected to the sleeve 33 by a splined connection'91. The connection 91, however, allows a slight relative axial displacement between the sleeves 33 and 94 and hence permits of the axial movement of Athe clutch impeller 2Ia as set out hreinabove in con` junction with the description of the manner in which the pressure plate 11 causes engagement of the friction element 30 with the fly-wheel I4.

A countershaft 98 is journalled in bearings 99 and |00, the bearings being respectively within an end wall of the gear case and the hub I| of a gear |02. The gear hub |0| is journalled at |03 in the gear case. Gears 95 and |02 are in constant mesh with one another. A sleeve |04 journalled upon the countershaft 96 has an overrunning connection at with the gear |02 by mea of the rollers |06. Any standard construction may be used for the overrunning clutch connection between the gear |02 and the sleeve A gear cluster |01 comprising gears |06 and |09 is keyed at ||0 to the right end of the sleeve |04. The proper spacing between the gear cluster element 01 and the gear |02 is maintained by means of a collar and the inner end of the bearing 99.

' tion F of the gear shifting lever |34.

A jaw clutch element |.I2 for co-engagement with a jaw clutch element I I3 isvformed'integrally with the right end of the shaft 39. The jaw clutch ||3 forms a part of a sleeve ||4 which is splined upon a driven shaft ||5. One end of the driven'shaft ||6 is Journalled in a bearing |I6 within the right end of the gear case II. The opposite end of the shaft |I5 has an end section I lia of reduced diameter journalled within the recessed end of the shaft 39. Secured to the back end of the shaft I I5 is a coupling mem ber ||1 for facilitation of a connection between the driven shaft ||5 and the propeller shaft, not shown, of avehicle upon which the transmission may be installed.

A circular cam member 6 is slid upon the -sleeve ||4 and anchored thereto in any suitable .manner as by means of pins or rivets I I9. A series of cam projections having inclined camming surfaces |2| project backwardly from the cam member ||3 in spaced relation to one another; see Figs. 4 and 5. A gear |22 is placed upon the sleeve |I4 in a manner permitting of relative rotation and relative axial movement between the sleeve and the gear. Subsequent to the placing of the gear |22 upon the sleeve I I4 a compression spring |23 is inserted into a recessed section |24 of the gear in abutting relation with the bearing section |25 thereof. An abutment ring |26 is placed behindY the spring ,123 and there held in position by a key I 21 which may be in the form of a split ring adapted to snap into a groove |23 encircling the right end of the sleeve ||4. An internal shoulder |29 coacts with the stop |26 to limit axial movement between the gear |22 and the sleeve I4 in one direction, while axial movement between the gear and sleeve in the opposite direction is limited by the cam I I0. Cam projections |30 having inclined cam surfaces |3| for coacting with the cam surfaces |2| extend forwardly from the gear |22.

Journalled within a bearing |32 upon the top of the gear box is a shaft |33 carrying a hand operated gear shifting lever |34. A semi-circular piece |35 is arranged coaxially with the shaft |33 and contains three notches |36, |31 and |39 for engagement with a manually operated latch |39 carried upon the gear shifting lever |34. Also carried upon the shaft |33, interiorly of the gear box II, is a yoke |40 the legs of which carry pins I4| diametrically opposed with respect to the axis of the sleeve ||4 and extending into a groove |42 therein.

The gear shifting lever |344 is shiftable into positions R., N or F indicating reverse, neutral and forward positions, respectively, for the gear |22. Figs. 1 and 4 showthe gear 22 in the position it occupies when the transmission is set for driving the vehicle forward. In Fig. 5 the gear I 22 is shown in the neutral position, and in Fig. 6 the gear |22 is shown in the position occupied when the transmission is arranged for transmitting reverse drive to the vehicle. When in the reverse drive position. the gear |22 is driven by the gear |09 through the intervention of an idler gear, not shown, in accordance with standard practice.

'I'he operation of the device will now be described:

Flrst, it will be assumed that the gear |22 is in the forward drive position corresponding to posi- Axial movement of the gear |22 is precluded by the engagement of the latch |39 with the notch |36. Gears |22 and |08 will be meshed as shown in Fig. 1.

Sleeve I 4 will be urged backwardly by the spring |23 and the shaft 33, and the clutch driven member 45 will be-'urged backwardly by the spring inertia weight members 65 willl be in the inward radial position shown in dotted outline in Fig. 1 and thereby permitting the vsprings 63 to exert their full force in opposition to the springs 6| which tend to effect an engagement between the pressure ring 11 and the friction element 36, and between the flywheel i4 and the friction element 30. The vehicle motor may be started in the conventional manner. So long as the motor is not driven above idling speed, the weights 65 will remain substantially within their inner position, and the clutching connection between the flywheel, the .parts carried thereby and the impeller member of the clutch 2| will be constrained.

Incident to an acceleration of the motor, the weights 6 5 will move radially outwardly to cause a clutching engagement between the fly-wheel I4 and the impeller member of the clutch 2| in the manner hereinabove described. There will then be completed a power train of fixed speed transmission between the crank shaft I5 and a vehicle torque tube, not shown, connected to the coupling member ||`I. Power, at a reduced speed transmission, is delivered successively through the various elements of such power train in the following order:

Crank shaft I5, fly-wheel |4, carrier I3, pressure plate 11, friction elements 30 and 36, the clutch impeller 2|a, sleeve 33, gear 35, gear |02, clutch rollers |06, sleeve |04, gears |03 and |22, cam projections |30, cam ||3, sleeve ||4, and driven shaft ||5. Because of the resistance of the vehicle load, there will be a development of torque between the cam projections |30 of the gear |22 and the cam projections |20 of the cam member ||3. As a consequence of the torque thus developed, the bevelled camming surfaces |3| and |2| coact to move the sleeve ||4 to the left, Fig. 1, coincidental to compressing the spring |23. Sleeve I I4 presses shaft 39 to the left or -forwardly thereby shifting the clutch driven member 45 out of operative relation with the clutch impeller. The gear |22 and the cam member I|8 will, as an incident to such movement, be separated from the position shown in Fig. 1 to the position shown in Fig. 4. Further separation of the gear |22 and the cam member ||3 is prevented 4by the abutment of ring |26 with the shoulder |20. The projecting cam parts |20 and |30 are thus left in a meshed position so that driving force may be imparted from the latter to the former. l

At the time the drive is established through the power train of reduced speed transmission, the operation of which has just been described, only an inconsequential amount of torque will be transmitted through the power train of higher speed ratio comprising the serial arrangement of the driving and driven parts of the flowable substance medium clutch 2| and the jaw clutch members ||2 and 3. If the clutch driven member 45 were close to the impeller 2|a as shown in Fig. 1, then upon an increase in speed of the impeller, the clutchs efficiency would greatly increase so that the driven member would rotate at practically the same speed as the impeller, even though the runner were subjected to a load such as that required to drive the vehicle; and, thereupon, an

' aisasee emcient direct drive ofthe vehicle would be obtained.

It-will be conceived that if the clutch 2| were to establish the one to one ratio of drive therethrough prior to the vehicle engine obtaining a speed at which its operating eillciency is adequate to rapidly accelerate the vehicle in such ratio, the

vehicle would have an interval of low acceleration immediately upon the transfer into the higher ratio. Furthermore, an increasing amount of torque would be transmitted through the direct drive power train while torque is still being delivered through the train of lower speed ratio, and hence the available power for lacceleration through the train of-lower speed ratio would be diverted. thus diminishing the otherwise possible mte of acceleration in the lower speed ratio. The clutch 2| is designed so that it is capable of providing for vehicledrive therethrough at relatively low engine speeds in order to avoid premature shifts into the lower speed ratio once the higher speed ratio has been attained. When rapid ac- Y celeration is desired, some means must be provided for maintaining the vclutch 2| substantially inoperative so that the increase in speed may be gained by directing all available power through the low speed gear train. This means is embodied inthe camming devices between the gear |22 and jaw clutch member I3, whereby the clutch driven member 45 is shifted forwardly into an ineiiicient maintain the higher speed ratio connection while the sleeve |04 overruns the gear |02.

The device will remain in the direct drive connection until there is such a reduction in the speed of the fluid clutch and/or delivery of torque thereby as will cause between the driving and driven elements thereof a slippage resulting in a speed transmission ratio less than that of the reduction gear power train. At that time the drive will be automatically established through the power train of fixed ratio. The drive through the direct power train may again beA established either by an increase in vehicular speed and a subsequent reduction of torque in the manner hereinabove described, or by a simple reduction in torque.

Manually operated means for independent actuation of the friction clutch pressure plate 11 will now be described. Extending transversely of the bell housing I0 is a shaft |43 upon which there is non-rotatively placed a yoke |44 of whichv the pressure plate I1 from the friction element 36. 75

Because of the connecting links 84 between the levers 30 and the sleeve 15,V the sleeve will be moved from the position shown in full outline in Fig. 1 to the position shown in dotted outline.

Operation of the manual means thus described for operation of the friction clutch pressure plate 11 may become necessary' only in instances of emergency while the fly-wheel |4 is rotating at a sufficient speed to effect automatic engagement of the friction clutch. It will be noted that the manual operation for releasing the clutch is in no way impeded by the tendency of the automatic mechanism to permit of clutch engagement. 'I'he manually operated parts for releasing the clutch are simply substituted for the automatic mechanism and operate independently thereof when releasing the clutch.

The automatic transmission is arranged in a neutral position when the gear shifting lever |34 is moved into the position N with an engagement between the latch member |39 and the notch |31. At such time, the gear |22 will be in a position half way between the gears |03 and |09 so that it is impossible for power to be delivered to the gear |22 through the power train 4of low speed transmission. Simultaneously with the movement of the gear |22 into the neutral position, the jaw clutch member H3 is moved to the right of jaw,

clutch member H2 as illustrated in Fig. 5. The power train for direct drive is thus broken with Reverse drive through the transmission mechanism is accomplished by shifting the lever |34 into the position R, where it is maintained by the engagement between the latch |39 and the notch |38. At this time the gear |22 and the idler gear, not shown, and in constant mesh with the gear |09, will be engaged. While the transmission is transmitting power for reverse drive the squaredv or back driving surfaces of the cam projections |20 and |30 will be pressed together and there willbe no tendency for the Vcam ||8 to be dis-f placed from the gear |22.

A second form of the invention is illustrated in Figs. 'l and 8. 'I'hose parts of the apparatus shown in Fig. 7 and corresponding to parts shown in Figs. 1 to 6 inclusive are indicated by the same reference character with a w" added. The principal difference between that form of the invention shown in Figs. 7 and 8, and that in Fig. 1 is in the substitution for the spring 200 urging the clutch driven element into its efiicient driving position, of a centrifugal device, which urges said driven member into such .efficient position only when the transmission device has gained substantial rotative speed.

'I'he hub Mw has a circular coniform iiange 300 integral. therewith. Opposed to the flange 300 is a complemental flange 30| disposed upon the stub shaft 2610. The iiange 30| has a pluraii'y o f radial groo ,s 302 within each of which is disposed a spherical centrifugal weight 303. Outward movement of said weights within the guide grooves 302 is limited by flange 304 circumscribing the flange 30|. 'Ihe stub shaft 26w further provides a bearing 305 for piloting the forward end of the shaft 39w. In Fig. "I, the centrifugal weights 303 are shown in their outward position, wherein they wedge themselves between fianges 300 and 30| to force the'former rearwardly so that the clutch driven member 45m is in close proximity with the clutch impeller 2|aw. It will be noted that the bases of anges 300 and 30| are near enough together that the the disengagement of clutch members ||2 and centrifugal weights 303 when in their innermost positions radially of the transmission, will still be retained within their respective grooves 302.

The sleeve 94w carries the gear 95u; and a jaw clutch 306, the latter being adapted for coengagement with the jaw clutch ||3w under certain conditions of operation later to be described. 'I'he clutch ||3w has a direct connection with the gear |22w instead of being connected thereto by means oi' an intervening camming mechanism as in the transmission shown in Fig. 1. The gear shifter yoke |40w may be manually turned into any one of four positions indicated respectively by the dot-and-dash lines R, N, F and F. The yoke |40w and the gear |22w are in the position corresponding to that indicated by the letter F. vWhen in this position, the transmission mechanism is adjusted for normal forward drive. Assuming ythe transmission to be adjusted as illustrated in Fig. '7, when the crank 'shaft I5w is accelerated vabove engine idling speed, the friction clutch will be caused to automatically mobilize the power train of low speed rratio in the manner described with respect to the device shown in Fig. l. The drive will then be through the sleeve 33w, sleeve 9410, gear 95u), gear |02w, clutch rollers |06w, sleeve |0410', gear |0810, gear |22w, and the driven shaft ||5w upon which the gear |22w is splined.

Upon starting the vehicle by power delivered through the power train of low speed ratio, the clutch impeller 2|aw will be rotated faster than the clutch driven member 45w, which has a splined connection with the shaft 391D, and consequently the iiuid or other fiowable substance within the clutch 2|w will have a reactive eiect upon the driven member 4510, whereby the latter will be forced forwardly into the pocket 22aw as permitted by said splined connection. At low speeds. the centrifugal weights 303 will offer little or no resistance to the forward movement or the clutch driven element 45w. The vehicle will, therefore, be driven through the power train of low speed ratio while only a negligible amount of the available engine torque or power is transmitted from the impeller 2| aw to the driven element 45w, tending to drive the driven shaft at a higher speed ratio. Maximum acceleration is thus possible in the lower vehicular speeds.

M the speed of the vehicle engine increases, the planetary rotative speed of centrifugal weights 303 will correspondingly increase until the centrifugal force of said weightsis suiilcient to defiect the driven member 4510 into a more efficient driving relation with the impeller 2|aw. When the member 45w is in the position shown in Fig. 7, the clutch 2|w will be operating at its maximum eiiiciency, and will establish the power train of higher ratio between the crank shaft from the gear |08w and clutch ||3w from clutch H210, and to connect the clutch |310 with clutch 306. By thus disconnecting the gears I22w and |03w the power train of lower speed ratio is completely-demobilized; and when clutches ||3w and ||2w are disconnected. the shaft 39w may run free of the load. Clutch members ||3w and 306, together with the automatically engaged Il3w is disconnected from jaw clutch Reverse drive is effected by shifting the yoke I40w When it is desired to arrange the transmissionv n in the neutral position, yoke I40w is shifted to position N, wherein the gear |2210 lies `between gears |08w and I09w, and wherein jaw cilich w.

to position R, whereby the gear |22w is carried into mesh with an idler gear, not shown, driven by the gear |0319.

In that form of the transmission mechanism shown in Fig. 9, those parts corresponding to parts shown in Fig. 1 are designated by the same reference `characters with the additional letter .'r". Those parts corresponding to parts shown in Figs. '1 and 8, but not shown in Fig. 1, will be designated by the same reference characters and will likewise be further designated by the letter um. ilar to that shown in Fig. 1.

The hub 44:1: is splined upon a forward section 50m of the longitudinally shiftable shaft 33x, and

is urged rearwardly at all times by a spring 2001:. The shaft 39a: has a shoulder 20|.'r, which abuts against the hub um, whereby the latter may be shiftedforwardly against the urge of the spring 200x incident to a forward shift of the shaft 39:1: as has been explained hereinabove in the description of the operation of that form ofthe invention shown in Fig. 1.

At relatively high rotating speeds, the centrifugal weights 303x wedge themselves between -anges 300:1: and 301x, whereby to augment the effect of the spring 200x. 'I'he centrifugal weights 303:1: provide an auxiliary means to preclude shifting of the transmission device from the higher speed ratio to the lower speed ratio while operating at high speeds, irrespective of the torque transmitted through the clutch Hx. Moreover, the centrifugal weights 303x increase the tendency of the transmission to shift over from the power train of lower speed ratio to the power train of higher speed ratio when accelerating at relatively high speeds and without the operator momentarily closing the engine throttle.

l. Automatic change-speed power transmission mechanism comprising in combination with driving and driven shafts, a power train of selected speed ratio including an overrunning clutch and complemental cam mechanism displaceable in accordance with the amount of power transmitted through said train, a power train of higher speed ratio adapted to drive the driven shaft from the driving shaft, said overrunning clutch permitting of said train of higher ratio-driving the driven shaft independently of said train of selected ratio, said higher ratio train includinga flowable-substance medium clutch having driving and driven elements of which the driven element impositively follows the movement of the driving element for coupling said train of higher ratio between said shafts, and an axially shiftable power shaft driven from said driven element, said driven element being shiftable with said power shaft between positions of respectively greater and less ltendency of said driven element to follow the The gear box I la: contains mechanism sini-l 2. Automatic change-speed power transmission mechanism comprising in combination with driving and driven shafts, a power train of selected speed ratio including an overrunning clutch and complemental cam mechanism displaceable in accordance with the amount of power transmitted through said-train, a power train of higher speed ratio adapted to drive the driven shaft from the driving shaft, said overrunning clutch permitting of said train of higher ratio driving the drivenl0 shaft independently of said train of selected ra' tio, said higher ratio train including a owablesubstance medium clutch having driving and driven elements of which the driven element imelement for coupling said train of higher ratio between said shafts, an axially shiftable power shaft driven from said driven element, said driven element being shiftable with said power shaft positivelyfollows the movement of the driving 16 between positions of respectively greater and less 20 tendency of said driven element to follow the driving element, and means for urging said vdriven element toward a position wherein the tendency thereof to follow the driving element is increased, said power shaft having anoperative 25 Vfrom the driving shaft, said overrunning clutch permitting of said train of higher 'ratio driving the driven shaft independently of said train of selected ratio, said higher ratio train including a iiowable-substance medium clutch having driving and driven elements of which the driven element impositively. follows the movement of the driving element for coupling said train of higher ratio between said shafts, an axially shiftable power shaft driven from said driven element, said driven element being shiftable' with said power shaft between positions of respectively greater and less tendency of' said driven element to follow the driving element, and spring means for urging said driven element'toward a position wherein the tendency thereof to follow the driving element is increased, said power shaft having an operative connection with said cam mechanism so that shifting of said power shaft and said driven clutch element is in accordance with the displacement of said cam mechanism, and in opposition to said urging means.

4. Automatic change-speed power transmission mechanism comprising in combination with driving and driven shafts, a power train of selected speed ratio connecting said shafts and including an overrunning clutch, a power train of higher speed ratio likewise connecting said shafts and adapted to drive the driven shaft from the driving shaft, said overrunning clutch permit ting of said train of higher ratio driving the driven shaft independently of said train of selected ratio, said higher ratiotrain including a flowable substance medium clutch having driving and driven elements of which the driven element impositively follows the movement of the driving element in accordance with the spacing between said elements, said driven element being splined to the driven shaft and adapted to be moved axially thereon, and a camming mechanism for effecting the axial movementl of said driven member with respect to said'shaft to control the degree with which the driven member tends to follow the driving member, said camming mechanism comprising a conical surface on the driving member, a complemental conical surface on the driven member and radially movable masses cooperating with said conical surfaces to separate said surfaces in accordance with the radial position of said masses, said driven member reacting with the fluid substance to generate a force component tending to move the driven member into a position wherein the tendency to follow the driving member is a minimum, and said masses tending under centrifugal action to move the driven member into a position wherein the tendency to follow the driving member is a maximum.

5. Automatic change-speed power transmission mechanism as described in claim 4, and resilient means between the driving and driven elements aiding the reactive force of -the fluid substance to move the driven element into a position wherein the tendency to follow the driving members is a minimum.

6. Automatic change-speed power transmission mechanism as described in claim 1, and speed responsive means between the driving and driven elements for precluding the movement of the driven element to a position wherein its tendency to follow the driving element is a minimum to preclude a'change from the high ratio train t0 the low ratio train under high speed and torque conditions.

7. Automatic change-speed power transmission mechanism as described in claim 1, and means for precluding the movement of the driven element to a position wherein its tendency to follow the driving element is a minimum, said `means comprising a conical flange on the driving element, a complementalV -conical flange on the driven element, radial grooves in one of said flanges, and masses in said grooves, said masses acting under centrifugal force to separate said conicalV flanges and'thereby increase the tendency of the driven element to follow the driving element against the action of the torque responsive camming members.

8. Automatic change-speed power transmission mechanism as described in claim 1, and means for precluding the movement of the driven element to a. position wherein its tendency to follow the driving element is a minimum, said means comprising a conical ange on the driving element, a complemental flange on the driven element, radial grooves in one of said flanges, and balls in 'said grooves, said balls having such mass as to develop an axial component when acting under centrifugal force as to tend to separate said conical flanges and thereby to increase the tendency of the driven element to follow the driving element against the action of the torque responsive camming members.

9. Automatic change-speed power transmission mechanism comprising in combination with driving and driven shafts, a power train of selected speed ratio between said shafts and including an overrunning clutch, a power train of higher speed ratio between said shafts and being adapted to drive the driven shaft from the drive shaft incident to overrunning said clutch, a flowable substance clutch mechanism in series with the train of higher ratio, said clutch mechanism including driving and driven elements of which the driven element tends to follow the movement of the driving element for coupling said train of higher ratio between said shafts, a conical flange on'the driving member, a complemental conical flange on the driven member and masses included between said conical surfaces and tending under centrifugal action to separate said flanges and to increase the tendency of the driven member to follow the driving member, said conical anges and masses constituting a means for preventing a change from high speed ratio to low speed ratio when the driving member 'is rotating at high speed.

BENJAMIN A.,SWENNES. 

